Railway car



Oct.29, 1940. A. ANDERSON Er AL RAILWAY CAR Filed March 26, 1938 2 Sheets-Sheet l 9er/ra@ /Zvoaeso/v 21m/ves IEW/ef:

A. ANDERSON ETI' AL Oct. 29,

RAILWAY' GAR Filed March 26, 1958 2 Sheets-.Sheet 2 EFW-fue #No5/@SON 7710/765 E .BUKE

Patented Oct. 29, 1940 UNITED STATES PATENT GFFICE RAILWAY CAR Application March 26, 1938, Serial No. 198,326

20 Claims.

This invention relates to railway cars and more particularly to the construction and arrangement of parts which prevent or positively arrest two adjacent cars from telescoping.

,- Heretofore it has been the general practice in designing railway cars, particularly of the passenger type having end vestibules, to position body end walls or bulkheads spaced inwardly of the car body from a vestibule end wall to form a passageway into the main body of the car, the former of which is constructed of approximately su1`cient strength or rigidity to afford, within certain degrees, protection to the occupants of the car in the event of collision. This protection was provided by constructing the previously mentioned body end walls or bulkheads sufliciently strong to prevent, in case of collision, the telescoping car from overriding an-d collapsing the body end wall or bulkhead. In the above-mengo tioned type of railway cars comprising vestibules, considerable passenger carrying space has been sacriiiced.

In order to utilize the vestibule space, that is the space between the vestibule end wall and 2.3 body end wall or bulkhead previously mentioned, for passenger accommodation so as to increase the carrying capacity of the car and at the same time insure the safety of the occupants thereof in the event of collision, an object of the present invention is the provision of a pair of members or anti-telescoping elements each of which is positioned inwardly of a side and endl wall of the car.

So as not to encroach on the passenger carrying space of a railway car it has heretofore been another general practice, in the design and construction of railway cars, to merely provide a reinforcing casting strictly within the confines of the side walls of the car in order to resist col- ,.0 lision impacts transmitted to the car body or bulkhead. This structure, as will be understood,

merely reinforces the outer corner of the car and transmits al1 of the collision impacts to the side sill proper, which leaves the portion of the car, 45 intermediate the side walls, subject to the collision impacts without suitable reinforcements therefor.

In order to improve these above conditions, another object of the instant invention is to provide a member or anti-telescoping element which, while extending into the passenger carrying space of the car, is positioned within the confines of a passenger seat support, and as a result thereof the passenger carryingfspace is not encroached upon while at the same time the collision impacts.

which ,may be transmitted thereto, will be distributed over a greater area of the car underframe as well as-the side walls of the car.

A still'further object of the invention is to provide anti-telescoping means so positioned and arranged in respect to a series of connected cars that each car will cooperate with an adjacent car to prevent relative inward movement therebetween in the event of a collision of the train.

A still further object of the invention is to arrange and construct the members or anti-telescoping elements so as to positively arrest or prevent a telescoping car from raising above the members or elements.

These and other objects will become apparent by an inspection of the drawings which disclose an exemplified form of the invention and Where- 1n:

Figure 1 is a plan view of a car, a portion of v which is shown in horizontal section, and still another portion of which is indicated by diagrammatic lines so as to clearly illustrate the invention.

Figure 2 is a vertical sectional View taken along the lines 2 2 of Figure 1, looking in the direcv tion of the arrows.

Figure 3 is a transverse vertical sectional view taken along the lines 3 3 of Figure l, looking in the direction ofthe arrows.

Figure 4 is a vertical sectional View taken along the lines 4 4 of Figure 1, looking in the direction 0f the arrows.

Figure 5 is a vertical sectional View taken along the lines 5 5 of Figure l, looking in the direction of the arrows.

Figure 6 is a plan detail View of the member or anti-telescoping element removed from the car structure.

Figure 7 is an 4end elevational View of the member or anti-telescoping element shown in Figure 6.

Figure 8 is a side elevational view of the member or element disclosed in Figures 6 and 7.

Figure 9 is av vertical sectional view of a modification of the invention and corresponds to the view taken along the lines 2 2 of Figure 1.

Referring now in detail to the drawings and particularly Figures 1 to 8 thereof, wherein like reference characters indicate like parts, the numeral I generally designates a fragmentary portion of a car adapted for use in street, subway or f train service and which comprises an underframe 2 and body member 3. The floor portion of the car has been purposely omitted from the disclosed structure so as to more clearly illustrate the invention, but it will be clearly understood that the usual oor is superimposed upon and supported by the underframe. The underframe is preferably formed of transversely spaced longitudinal center sills 4 desirably H-shaped in vertical section and positioned on either side of the longitudinal center line of the car structure and side sills 5 spaced outwardly of the center sills and positioned adjacent the longitudinal side walls of the car. The side sills 5 are desirably channel-shaped in cross section and comprise a vertically disposed web 5a and substantially hori- Zontal top and bottom anges 5b directed inwardly of the car.

Extending vbetween and connecting each corresponding end of the side sills is an end sill 6 which may and preferably also does function as an anti-climber. The end'sill 6, in the present embodiment, is bowed outwardly or convexly curved so as to provide a required or sufficient clearance between adjacent or connected cars outwardly of the center sills when closely coupled cars are traversing curves along the right of way. It is not the present intention to limit the particular disposition of the end sill as being convexly curved for it will be clearly understood that the end sill, even in closely coupled cars, may take a form perpendicular to the longitudinal center line of the car structure intermediate the center sills and then be directed in a substantially straight line rearwardly therefrom and outwardly toward the side sills, and in this manner also provide sufficient clearance between the end portions of coupled cars so as to avoid any interference therebetween as the cars traverse curves. It will be further understood that the end sills and end walls of adjacent cars may be parallel to one another and merely sufficient clearance provided therebetween to permit coupled cars to traverse curves.

The corresponding ends of the center sills terminate adjacent and in the rear of the end sill 5. Forming a connection between the center sills and corresponding end sill is a member or casting 'I which is interposed between the center sills and removably secured to the end sill and center sills by means of rivets Ia or any desirable means. The member or casting 'l is primarily intended to add sufficient rigidity to the intermediate portion of the underframe in order to reinforce that portion thereof against buing and draft strains transmitted thereto during service. Extending across the entire width of the car and for a desired distance back from the end sill is a platform plate 8 which rigidiiies the entire end portion of the underframe by forming a suitable tie or connecting means between the end sill, side sills and center sills. It will be observed from the preceding description that the end portion of the underframe forms a rugged structure not readily collapsible and capable of withstanding excessive longitudinal shocks or collision impacts which may be transmitted thereto during service, so long as the same are imparted to the structure in the horizontal plane of the end sill.

Spaced a desired or predetermined distance inwardly of the car body from the end sill are crosstie or cross bearer members 9 positioned on either side of the longitudinal center line of the underframe and extending transversely of the underframe, to be removably secured to each center and side sill. The cross bearer members are primarily employed to rigidify the underframe against superimposed loads rather than collision impacts and are intended to maintain the center sills in proper spaced relation as well as distribute stresses from one side frame member to the other and thence to the usual bolster members (not shown). As will be understood, the cross bearer members 5 also function as intermediate floor supports on either side of the bolster members.

Stringers I0 preferably extend between and are removably secured to the end sill and each cross bearer. The stringers I0, extending longitudinally of the underframe and forming intermediate floor supports between each center sill and side sill, are preferably channel-shaped in cross section, each comprising a vertically disposed web Illa and vertically spaced horizontal flanges Illb the latter of which are preferably directed toward the corresponding center sill. It will be understood that if so desired the side sills and stringers may be angular or Z-shaped in vertical cross section, and it is not the present intention to limit these members to any particular configuration.

The body end wall of the car is formed in part `by the usual body and door post covers I I spaced on either side of the longitudinal center line of the car to define a passageway therebetween.

The covers II are desirably spaced a short distance inwardly of the end sill and extend vertically from the platform plate 8 to a position spaced upwardly therefrom where they are connected by means of a door header (not shown). i

Extending transversely of the car and outwardly from each cover II are body end sheets I2 which may be connected adjacent their lower extremity to the platform plate by any of the well known methods. zontal contour substantially similar to that of the end sill and each are directed toward the juncture of the side and end sills where they terminate in angularly disposed flanges I3 positioned inwardly of and secured to longitudinally extending side sheets I4. The side sheets forming a portion of the side walls of the car body are secured adjacent their lower extremity to the web 5a of the side sills by means of rivets I5 or any other desirable means.

In order to minimize the Weight 0f the railway car, the body end wall is desirably made of light construction with particular attention being directed merely to the protection of the occupants or passengers of the cai"1 from the elements. reason of this light construction, it will be quite apparent that in the event of collision and the subsequent telescoping of adjacent or connected cars, the body end wall of the telescoped car may readily collapse. If provisions are not made to arrest the progress of the telescoping car, the lives of the occupants or passengers of the telescoped car will be greatly endangered. It is quite conceivable, in this era of high speeds, that if adequate provisions are not made to prevent the telescoping of adjacent cars one car may completely override the other in the event of a collision.

In order to eliminate the above conditions and insure the safety of the car occupants, casting members or anti-telescoping elements I5 are positioned between each corresponding side sill and intermediate Stringer. When the passenger space extends to a point in close proximity of the end sill it is desirable to position the members or anti-telescoping elements I6 in the rear of and in the close proximity of the car ends so that, in the event of collision and the subsequent collapse of the car end wall, the underframe of the telescoping car. will immediately engage the The end sheets I2 may assume a hori- I" members or anti-telescoping elements I l and the further progress thereof will be definitely arrested before the passenger carrying space is encroached upon. 1

As the casting members or` anti-telescoping elements are desirably counterpart, with the exception that one is the reverse of the other, only one of the elements will be hereinafter described, it being clearly understood that the following description applies to both elements. The casting member or anti-telescoping element it desirably comprises a horizontal base web il' bridging the space and extending between the corresponding side sill and intermediate Stringer, respectively. The inner edge of the base web is desirably extended transversely of the car, as at i8, so as to overlie and bear upon the top flange lill of the intermediate Stringer. The forward extremity of the base web has a downwardly offset portion i8a which desirably extends toward the end sill beneath the `platform plate, and in this manner any forces, which are transmitted to the anti--telescoping element tending to raise the element in a vertical direction, will be .transmitted to the platform plate and thus distributed throughout an appreciable area of the underframe as well as to the underframe of thetelescoping car.

Depending downwardly from adjacent the lateral edges of the base web are transversely spaced longitudinally extending inner and outer flanges I9 and 20, respectively. The inner and outer flanges are secured to the webs IEB2L and 5a of the Stringer and side sill, respectively, preferably by means of suitably spaced rivetsl It will, of course, be clearly understood that the flanges may be welded to their respective associated members if so desired. It will be observed that the flanges' and associated car framing members are arranged and disposed in such a manner that any collision forces or impacts which are transmitted to the member or antitelescoping element, having a tendency to raise the element in a direction away from its normal position, will place the element securing means or rivets 2| in shear; that is, the rivetsI will only be subjected to shearing stresses which, in structures of this order, are more desirable than transmitting tensional stresses to the holding means or rivets. In order to assist the rivets 2l, which connect the outer flange 2i? to the side sill, and thus relieve these rivets of some of the stresses which .will be transmitted thereto, the base web adjacent the side sill is provided with a longitudinally extending oset portion 22 which underlies the inwardly directed top ange lo of the side sill.

The anti-telescoping element is utilized to form a part of the superstructure of the underframe by extending the forward extremity of the outer flange 2G in an angular direction, ask at 23, with respect to the main portion thereof and toward the inner flange I9. The angular portion 23 is positioned in the rear of the end sill adjacent a free extremity thereof and is secured to the end sill by suitable rivets 21E. In order to rigidify the angular portion 23, the base Web is extended to] form a triangular gusset and thus merge with the top edge of the portion 23. It will be observed that the anti-telescoping element not only forms a connection between the side and end sills but that the particular arrangement and construction also forms a knee brace to thereby form a rigid constructionv at the corners of the underframe. Suitable gussets 25, desirably triangular in form, are spaced 1ongitudinally of the anti-telescopiin-g element' and extend between the lower surface of the base and inner surfaces of each flange to forml a brace therebetween. The rear portion of the vanti-telescoping element is desirably provided with a depending ange 25a which islpositioned adjacent the rear edge of the base web and extends between the flanges to form a tie means or connection therebetween. y

The anti-telescopiing element is provided with a substantially vertically disposed wall 26 upstanding from the base web adjacent the forward extremity thereof which extends above the level of the car floor and into the body portion or passenger carrying space of the car. The purpose of locating the wall 2li at theA disclosed and described position is to enable the wall to intercept a telescopiing car as soon as it has collapsed the body end wall, and' thus arrest its progress through the telescoped car.- In order to positively prevent a telescoping car from passing over the anti-telescopin-g element, the upper or free extremity of the wall 26 is directed outwardly from the main portion thereof toward the body end wall and thereby presents an arresting ledge or angularly disposed stop 21 to engage the end sill of a telescoping car. The wall 26 is desirably inclined forwardly toward the car end wall at an oblique angle to a ver tical transverse plane so that by such a disposition the climbing action of a telescoping car may be retarded or denitely stopped.

As previously mentioned, an anti-telescoping element isI positioned inwardly of and adjacent each side wall and immeditely in the rear of the endwall, and it has been` found desirable to so arrange the wall 26 of the anti-telescoping ele- `ments that, upon engagement of only one of the spaced elements by a telescoping car, the carl will be directed toward the center of the telescoped car and toward the other element. In this manner both elements will be utilized in arresting the progress of the telescoping car and thereby definitely insure the safety of the car occupants. In. order to accomplish this latter result, the wall 2B is sloped or directed at an oblique angle to a transverse vertical plane and inwardly of the car. In this manner the walls 26 of the anti-telescoping elementsare substantially facing one another, and by this reason, if the wall of one of the elements is struck by a telescoping car, the car will be directed toward the wall of the other element. The Wall 25 is desirably reinforced against collision impacts by means of a plurality of ribs 28 which extend between the base web and wall andare spaced transverse-ly of the anti-telescoping element.V

In order to permit the foregoing construction v and still not encroach upon the interior area of the car, which would diminish the carrying capacity of the car, a seat frame, .indicated at at 29 and illustrated diagrammatically by dot and dash lines, is erected about each anti-telescoping element. In this manner and arrangement the anti-telescoping elements are concealed from View beneath a seat support, are positioned so as to be most effective in case of'collision and.

subsequent telescoping of the cars, and all avail-4 able space within the car body is utilized so as to accomplish all of the desired results'.

Referring now to Figure 9, which discloses a modification of the invention, the casting member or anti-telescoping element 16a presents a structure which extends above and below the horizontal plane of the underframe, the latter of which is generally designated by the character 2a. It may at times be found desirable to construct the underfame Superstructure of railway vehicles of lighter construction than is capable of withstanding collision impacts which may be transmitted thereto during service. With this thought foremost in mind, the modied form of the invention is so arranged and constructed that each underframe structure of telescoping cars may absorb collision impacts. The casting member or anti-telescoping element I6a preferably comprises an upper base web Il#L extending between an intermediate Stringer 02 and a` corresponding side sill (not shown). Spaced below and substantially parallel with the upper base web is a lower base web Hb. The upper and lower base webs are joined together adjacent their lateral edges by means of vertically ldisposed flanges ma which are removably secured to their respective associated Stringer and side sill members by means of suitably spaced rivets Zia. Gussets or intermediate walls 25h are spaced longitudinally of the casting member and form connecting or reinforcing means between the upper and lower base webs. The casting member Iiia is provided with a forward wall 2lia substantially vertically disposed and upstanding from the upper base web |12. The forward wall 26a, like the wall 26 of the previously described structure, has the top or free end thereof terminating in an angularly disposed iiange 2la which forms an arresting ledge or stop to prevent a telescoping car from rising above the member Ia. The wall 25a is reinforced by means of a plurality of transversely spaced ribs 28a which extend upwardly from the upper base web Ila for substantially the full length thereof.

In case a telescoping vehicle strikes the telescoped car at an angle thereto and in that manner merely engages one of the anti-telescoping elements 16a, the forward wall 2li"1 is preferably sloped inwardly of the car toward the longitudinal center line thereof at an oblique angle to a transverse vertical plane. By reason of this disposition of the forward wall the telescoping car will be directed toward the anti-telescoping element positioned adjacent the other side of the Vcar, and thereby both elements will be utilized to arrest the further progress of the telescoping car. The forward wall 26a is also desirably inclined at an oblique angle to a vertical transverse plane so as to overcome any tendency for a telescoping car to rise above the element.

In order to provide end sill engaging means on a telescoping car as well as on the telescoped car and thereby arrange the construction so as to intro-duce an additional anti-telescoping means,

` the anti-telescoping element [6a is desirably provided with a forward wall 261 depending from the lower base web I'lb below the horizontal plane of the underframe. The depending forward wall 26b is substantially the counterpart of the wall 26a in that it is provided with the forwardly extending terminating flange 2lb and is reinforced by means of transversely spaced ribs 28h. The depending wall 26h, like the wall 26a, desirably slopes inwardly of the car toward the longitudinal center line thereof and is also inclined forwardly at an oblique angle to a transverse vertical plane.

It will be thus observed from the preceding description that if adjacent cars are equipped with anti-telescoping elements llia in the event of collision and subsequent telescoping of the adjacent cars the forward wall 2livl of the lower or telescoped car will be engaged by the end sill of the telescoping or uppermost car, while the end sill of the telescoped or lowermost car will engage the depending forward wall 205b which forms a part of the anti-telescoping element provided on the telescoping car. By the particular disposition of the walls 26a and 2Gb the cars will be centered with respect to one another and the movement thereof or separation in a Vertical direction will be restricted. It will be further observed that if railway vehicles are equipped with the modified construction by Figure 9 the collision impacts will be distributed over an appreciable area of each underframe, and by reason of this fact underframe superstructures of railway vehicles may be formed of lighter structures and thereby decrease the rail load of the vehicle. It will, of course, be clearly understood that the portion of the anti-telescoping element I6ab which extends above the iioor line of the car is to be housed by a suitable seat frame or similar structure, indicated in part by the diagrammatic lines 29a.

It will be understood that merelyV exemplary forms of the invention have been illustrated and described and that various changes in the construction and alterations in the disclosed arrangements may be made without departing from within the spirit and scope of the appended claims.

We claim:

1. In a railway car having an underframe and body, said body having spaced side walls and an end wall, a member positioned within said body inwardly of each side wall and rearwardly of said end wall, each of said members comprising a base web extending between transversely spaced members of said underframe, transversely spaced flanges depending from said web and secured to said spaced members, and a wall upstanding from said base web, said upstanding wall sloping upwardly toward said end wall and being positioned in the probable path of an underframe of a car telescoping said first-named car and adapted to arrest the movement of said telescoping car.

2. In a railway car having an underframe and a body, a pair of members within said body, each member being spaced inwardly of a side and rearwardly of an end of said body, each of said members comprising a base web extending between spaced members of said underframe, transversely spaced flanges depending from each of said webs and removably secured to correspondingly spaced members, and a wall upstanding from each web adapted to arrest a telescoping car, each wall sloping away from said body end and transversely of said car and being positioned in the probable path of an underframe of a car telescoping said first-named car, whereby upon engagement of one of said walls of said telescoping car the said telescoping car will be directed toward the other of said walls.

3. In a railway car, in combination, an underframe and a body, a pair of anti-telescoping members secured to said underframe adjacent an end thereof and positioned within said body, each member being positioned inwardly of a side and rearwardly of an end of said body, said members being positioned in the probable path of an underframe of a car telescoping said firstnamed car and so constructed and arranged that upon the engagement of one of said members by said telescoping car the said telescoping car will be directed toward the other of said members.

4. In a railwayycar having van underframe and a body, a member positioned in said body inwardly of a side and rearwardly of an end thereof, said member comprising a base web extending be-v tween transversely spaced members of .l said underframe, transversely spaced flanges depending from said web and secured to said spaced members, a wall upstanding from said web, said wall sloping outwardly toward said end and transversely of said car, an angularly disposed flange formed on and adjacent the upper edge of said wall, said flange being directed toward said body end, and laterally spaced reinforcing ribs extending between said web and wall.

5. In a railway car having an underframe and.

body, a member positioned within said body being spaced inwardly of a side and rearwardly of ,an end thereof, said member comprising a base web extending between spaced members yof said underframe, spaced flanges depending from said web and being removably secured to said spaced members, spaced reinforcing .gussets extending between and formed integral with .said dependingv flanges and web, a wall upstanding from said webv adjacent the forward portion thereof, said wall having a surface sloping transversely of said car toward a longitudinal center line thereof, an angularly disposed flange on said wall adjacent an upper edge thereof and directed toward said body end, and transversely spaced reinforcing ribs formed integrally with and connecting said wall and web. v

6. An anti-telescoping member adapted to be associated with an underframe of arailway vehicle and comprising a base web, a wall extending upwardly from one end of said base web, said wall being inclined transversely of said base web, spaced ribs upstanding from said web and reinforcing said wall, said wall being inclined vertically and terminating in an angularly disposed top flange which extends outwardly therefrom away from said ribs.

7. An anti-telescoping member adapted to be associated with an underframe of a railway vehicle and comprising a base web, a pair of spaced flanges depending from said web and adapted to be secured to spaced members of said underframe, a wall extending upwardly from adjacent one end of said base web and having a surface sloping transversely of said web adapted to engage a portion of a telescoping car, and spaced ribs upstanding from said web and reinforcing said wall, said surface being disposed toward said adjacent end of said member at an oblique angle to the vertical.

8. An anti-telescoping member adapted to be associated with a railway vehicle underframe and comprising a base web, a pair of flanges depending from said base web adapted to be secured to said underframe, triangular gussets extending between said web and each flange, a wall extending upwardly from adjacent one end of said base web, and transversely spaced ribs upstanding from said base web and reinforcing said wall, said wall terminating in an angularly disposed flange which extends outwardly therefrom toward the wall adjacent extremity of said base web` 9. An anti-telescoping member yadapted to be associated with a railway Vehicle underframe and comprising a base web, an offset portion adjacent one end of said base web adapted to underlie a portion of said underframe, spaced flanges depending from said base web for attachment to said underframe, one of said flanges having an end portion angularly disposed to the main portion thereof, a wall upstanding from said base web positioned in the probable path of an under-y frame of a telescoping car, reinforcing webs extending between said base web and wall, the upper extremity of saidv wall` terminating .in an angularly disposed flange directed away from said reinforcing webs. f

10. An anti-telescopingV member adapted to be associated with an underframe of a Vehicle and comprising a substantially horizontal base web, an offset portion adjacent one endv of said web capable of underlying a portion of said under-v frame, a reinforcing flange extending downwardly from the other end of said base web, depending anges adjacent side edges'of said base web for attachment to said underframe, a vwall upstanding from said base web adjacent saidv offset portion, reinforcing ribs extending between said wall and web, and an angularly disposed flange on said wall adjacent the upper extremity thereof and formingy an abutment against which a telescoping car may bear.v

11. An anti-telescoping member for use with an underframe of a vehicle and comprising a wall arranged to intercept a telescoping car, and an integral flange extending outwardly of said Wall adjacent one end thereof to forman abutment. for preventing saidA telescoping carvfrom over-4 riding said ywall, said wall having a surface in.` clined upwardly and toward an endv of said vehicle at an oblique angle to a vertical plane.

12. Anti-telescoping members for car` under-` frames comprising a pair of members lrigidly attached to the said underframe' adjacent an end thereof and adapted to be engaged-.by an end sill of an adjacent car in the event saidadjacent car end sill should pass over andbeyond the end sill of the car provided with said members, each of said members havin'gan end sill engaging wall tilted toward said associated end sill and arranged at an oblique angle to a vertical plane extending transversely of said underframe. l 13, An anti-telescoping member for use with a vehicle underframe and including a pair of oppositely directed walls extending above and below a horizontal plane of said underframe', said Walls each having a flange extending outwardly therefrom adjacent one end thereof toward an end sill of said underframe, and a surface on each wall sloping inwardly toward a longitudinal center line of said underframe away from said end sill.

14. An anti-telescoping member adapted to be Vassociated with an end of a vehicle underframe and including an upper and a lower substantially horizontal base web, transverselyy spaced flanges connecting said Webs adjacent the lateral edges thereof adapted to be removably secured to said underframe, walls extending upwardly from and downwardly from said upper and lower base webs respectively, transversely spaced ribs extendingbetweeneach Wall and associated base web, said walls each being inclined forwardly toward the associated extremity of said underframe and sloped transversely of said underframe at an oblique angle to a transverse vertical plane.

15. An anti-telescoping member adapted to be associated with a vehicle underframe and comprising an upper and a lower base web, transversely spaced flanges connecting said webs adjacent the lateral edges thereof and adapted to be removablysecured to said underframe, walls upstanding and depending from said upper and lower webs, respectively, transversely spaced ribs extending between each wall and associated web, said walls terminating in angularly disposed portions extending beyond the planes of said walls toward an end sill of said underframe for arrest'- ing movement of a telescoping car.

16. An anti-telescoping member adapted to be associated with a vehicle underframe and comprising a base web, an offset portion adjacent one end of said base web for underlying a portion of said underframe, spaced flanges depending from said base web adapted to be removably secured to a side sill and a Stringer, respectively, of said underframe, one of said anges terminating in an angularly disposed flange adapted to be secured to'an end sill of said underframe, said oiset portion of said web being extended to join with said angularly disposed flange, and a wall upstanding from said web disposed transversely of said underframe.

17. An anti-telescoping device for a railway vehicle comprising a base web, transversely spaced anges depending from said base web adapted to be removably secured to spaced longitudinally extending members of an associated underframe of said vehicle, one of said flanges terminating in an angularly disposed ange adapted to be secured to a transversely extending member of said 'underframa gussets extending between said spaced anges and web, a wall upstanding from said web, and transversely spaced ribs extending between said wall and web.

18. In a railway car, an underframe having an end sill, a side sillV and a Stringer extending from said end sill and spaced transversely of -said underframe, the combination' of an anti-telescoping 'member positioned adjacent one end of said underframe,' said member comprising a horizontal web, spaced vertical flanges secured to webs of said side sill and Stringer, said horizontal web being extended to partially overlie and bear upon said Stringer, a wall upstanding from said horizontal web adjacent said end sill and arranged to intercept a telescoping car, and an angularly disposed stop member formed adjacent the upper to be capable of resisting an upward movement of said telescoping car.

19. In a railway car underframe having a transversely disposed end sill, laterally spaced longitudinally extending side sills and stringers and a horizontal platform plate superimposed upon and secured to said end sill, side sills and stringers, the combination of a pair of anti-telescoping members,- each comprising a base web substantially in the horizontal plane of said platform plate, an outer flange secured to a web of the associated side sill and an inner flange secured to a web of an associated Stringer, said outer flange terminating in an angularly disposed portion for attachment to said end sill, an offset portion formed on said web and underlying said platform plate, and a wall upstanding from said base web above the horizontal plane of said underframe; said wall being inclined inwardly of said underframe t0- ward a'longitudinal center line thereof.

20. In a railway car, in combination, an underframe having a comparatively readily collapsible body end wall upstanding from adjacent one end thereof, a pair of anti-telescoping members se cured to said underframe inwardly of the car body and immediately adjacent said body end wall, said members being spaced transversely of the car on opposite sides of alongitudinal center line thereof and each comprising a wall inclined inwardly of the car toward said center line and away from said body end wall so that, upon the collapse of the body end wall by a telescoping car and the engagement thereof by one of said members, said telescoping car will be directed toward the other of said members.

ARTHUR ANDERSON. THOMAS F. BURKE. 

